U.S. patent application number 13/676299 was filed with the patent office on 2013-05-23 for method of assisted piloting of a rotary wing aircraft having at least one propulsion propeller, an assisted piloting device, and an aircraft.
This patent application is currently assigned to EUROCOPTER. The applicant listed for this patent is EUROCOPTER. Invention is credited to Paul Eglin, Nicolas Queiras, Marc Salesse-Lavergne.
Application Number | 20130131896 13/676299 |
Document ID | / |
Family ID | 47074564 |
Filed Date | 2013-05-23 |
United States Patent
Application |
20130131896 |
Kind Code |
A1 |
Salesse-Lavergne; Marc ; et
al. |
May 23, 2013 |
METHOD OF ASSISTED PILOTING OF A ROTARY WING AIRCRAFT HAVING AT
LEAST ONE PROPULSION PROPELLER, AN ASSISTED PILOTING DEVICE, AND AN
AIRCRAFT
Abstract
A device (10) for assisted piloting of an aircraft having a
rotary wing with a plurality of second blades (3') and a propulsion
unit with a plurality of first blades (2'). The device includes
control means (30, 40) for delivering a movement order (O) for
moving in a direction, said device (10) having a processor unit
(20) for transforming said order (O) into an acceleration setpoint
(C) along said direction, and then for transforming said
acceleration setpoint (C) into at least one required longitudinal
attitude setpoint (.theta.*) that is transmitted to a first
automatic system (26) for maintaining longitudinal attitude by
controlling a longitudinal cyclic pitch of the second blades (3'),
and into a first required load factor setpoint (Nx*) in a
longitudinal direction that is transmitted to a second automatic
system (25) for maintaining load factor by controlling the
collective pitch of the first blades.
Inventors: |
Salesse-Lavergne; Marc;
(Marseille, FR) ; Queiras; Nicolas; (Les Pennes
Mirabeau, FR) ; Eglin; Paul; (Roquefort La Bedoule,
FR) |
|
Applicant: |
Name |
City |
State |
Country |
Type |
EUROCOPTER; |
Marignane |
|
FR |
|
|
Assignee: |
EUROCOPTER
Marignane
FR
|
Family ID: |
47074564 |
Appl. No.: |
13/676299 |
Filed: |
November 14, 2012 |
Current U.S.
Class: |
701/3 |
Current CPC
Class: |
G05D 1/0858 20130101;
B64C 17/00 20130101; B64C 27/28 20130101; G05D 1/0088 20130101;
B64C 27/00 20130101; B64C 27/04 20130101; G05D 1/08 20130101; G01C
23/00 20130101; B64C 27/12 20130101 |
Class at
Publication: |
701/3 |
International
Class: |
G05D 1/00 20060101
G05D001/00; G05D 1/08 20060101 G05D001/08 |
Foreign Application Data
Date |
Code |
Application Number |
Nov 23, 2011 |
FR |
11 03561 |
Claims
1. A method of assisted piloting for an aircraft having a rotary
wing and a propulsion unit including: at least one propulsion
propeller, each propeller having a plurality of first blades, and
the rotary wing comprising at least one rotor provided with a
plurality of second blades, wherein the steps of translating an
order given by a pilot of the aircraft to request a movement in a
direction into an acceleration setpoint along said direction, and
then transforming the acceleration setpoint by predetermined
relationships into at least one required longitudinal attitude
setpoint (.theta.*) transmitted to a first automatic system for
maintaining longitudinal attitude by controlling a longitudinal
cyclic pitch of the second blades of the rotary wing in order to
comply with said required longitudinal attitude setpoint (.theta.*)
that is transmitted, and into a first required load factor setpoint
(Nx*) in a longitudinal direction of the aircraft parallel to a
roll axis of said aircraft that is transmitted to a second
automatic system for maintaining said load point, by controlling a
collective pitch of the first blades of the propulsion unit in
order to comply with said first setpoint (Nx*).
2. A method according to claim 1, wherein when said order is an
order to move in a longitudinal direction of the aircraft parallel
to a roll axis of said aircraft, said order to move in a
longitudinal direction is translated into a longitudinal
acceleration setpoint, and then the longitudinal acceleration
setpoint is transformed by predetermined relationships solely into
a required longitudinal attitude setpoint (.theta.*) transmitted to
a first automatic system for maintaining longitudinal attitude and
into a first required load factor setpoint (Nx*).
3. A method according to claim 2, wherein said required
longitudinal attitude setpoint (.theta.*) is determined by the
following first longitudinal control relationship:
.theta.*=(180/Pi).times.[(-a).times.(.gamma..sub.x*/g)-k]/(a+b)
where ".theta.*" represents the required longitudinal attitude
setpoint expressed in degrees, "Pi" represents the number .pi.,
".gamma..sub.x*" represents the longitudinal acceleration setpoint,
"g" represents the acceleration due to gravity, ".times."
represents the multiplication sign, "/" represents the division
sign, "a" represents a first longitudinal constant, "b" represents
a second longitudinal constant, and "k" represents a third
longitudinal constant.
4. A method according to claim 2, wherein said first required load
factor setpoint (Nx*) is determined by the following second
longitudinal control relationship:
Nx*=[b.times.(.gamma..sub.x*/g)-k]/(a+b) where "Nx*" represents
said first required load factor setpoint, ".gamma..sub.x*"
represents the longitudinal acceleration setpoint, "g" represents
the acceleration due to gravity, ".times." represents the
multiplication sign, "/" represents the division sign, "a"
represents a first longitudinal constant, "b" represents a second
longitudinal constant, and "k" represents a third longitudinal
constant.
5. A method according to claim 1, wherein the required longitudinal
attitude setpoint (.theta.*) is modified by incrementing or
decrementing by means of an attitude adjustment member when the
acceleration setpoint is zero.
6. A method according to claim 3, wherein the third longitudinal
constant (k) is equal to zero in order to reset to zero said first
required load factor setpoint (Nx*) when the pilot does not give an
order to move in said longitudinal direction, said longitudinal
acceleration setpoint being zero.
7. A method according to claim 3, wherein the third longitudinal
constant "k" is determined by the following formula:
k=-sin(.theta..sub.equi).times.(a+b) where ".times." represents the
multiplication sign, "a" represents said first longitudinal
constant, "b" represents said second longitudinal constant, and
".theta..sub.equi" represents a predetermined equilibrium setpoint
optimizing the performance of the aircraft in predetermined
stabilized flight stages, the longitudinal acceleration setpoint
(.gamma..sub.x*) being zero.
8. A method according to claim 2, wherein when the pilot does not
give an order to move in the longitudinal direction, the first load
factor setpoint (Nx*) is equal to the sine of the current
longitudinal attitude (.theta.), the longitudinal acceleration
setpoint (.gamma..sub.x*) being zero.
9. A method according to claim 3, wherein said longitudinal
constants (a, b, k) are selected from a list including at least one
of the following combinations: a first longitudinal combination in
which the first longitudinal setpoint is equal to "1", the second
longitudinal constant is equal to zero, and the third longitudinal
constant is equal to zero; a second longitudinal combination in
which the first longitudinal setpoint is equal to "0.001", the
second longitudinal constant is equal to "1", and the third
longitudinal constant is equal to zero; and a third longitudinal
combination in which the first longitudinal setpoint is equal to
"0.9", the second longitudinal constant is equal to "2", and the
third longitudinal constant is equal to zero.
10. A method according to claim 1, wherein, when said order (O) is
an order to move in a vertical direction parallel to the gravity
direction, this movement order is translated along an elevation
direction into a vertical acceleration setpoint, and then this
vertical acceleration setpoint is transformed into a required
longitudinal attitude setpoint (.theta.*) that is transmitted to a
first automatic system for maintaining longitudinal attitude, into
a first load factor setpoint (Nx*) that is transmitted to a second
automatic system for maintaining load factor, and into a second
load factor setpoint (NZcoll*) that is transmitted to a third
automatic system for maintaining load factor by controlling
collective pitch variation of the second blades of the rotary
wing.
11. A method according to claim 10, wherein said required
longitudinal attitude setpoint is determined by the following first
vertical control relationship: .theta.*=.intg.q*dt with:
q*=(g/u).times.[-a''.times.(Nz*+cos .theta..times.cos
.phi.)-k'']/(a''+b'') and: Nz*=(1/(a'.times.cos .theta..times.cos
.phi.+b'.times.sin
.theta.)).times.(-a'.times.(.GAMMA.z*/g+1)-k'.times.sin .theta.)
where ".theta.*" represents the required longitudinal attitude
setpoint expressed in radians, ".GAMMA.z*" represents the vertical
acceleration setpoint, "g" represents the acceleration due to
gravity, "u" represents the current longitudinal speed of the
aircraft, ".theta." represents the current longitudinal attitude,
".phi." represents the current roll angle of the aircraft,
".times." represents the multiplication sign, "/" represents the
division sign, "a'" represents a first vertical constant, "b'"
represents a second vertical constant, "k'" represents a third
vertical constant, "a''" represents a fourth vertical constant,
"b''" represents a fifth vertical constant, and "k''" represents a
sixth vertical constant, the required longitudinal attitude
setpoint .theta.* being frozen when the vertical acceleration
setpoint is equal to 1.
12. A method according to claim 10, wherein said first load factor
setpoint is determined by the following second vertical control
relationship: Nx*=(1/(a'.times.cos .theta..times.cos
.phi.+b'.times.sin
.theta.)).times.(b'.times.(.GAMMA.z*/g+1)-k'.times.cos
.theta..times.cos .phi.) where "Nx*" represents the first required
load factor setpoint, ".GAMMA.z*" represents the vertical
acceleration setpoint, "g" represents the acceleration due to
gravity, ".times." represents the multiplication sign, "/"
represents the division sign, ".theta." represents the current
longitudinal attitude, ".phi." represents the current roll angle of
the aircraft, "a'" represents a first vertical constant, "b'"
represents a second vertical constant, "k'" represents a third
vertical constant, in the absence of said order to move in a
vertical direction, said first setpoint Nx* being equal to the sine
of the current longitudinal attitude (.theta.).
13. A method according to claim 10, wherein said second load factor
setpoint is determined by the following third vertical control
relationship: NZcoll*=(b''.times.(Nz*+cos .theta..times.cos
.phi.)-k'')/(a''+b'') and Nz*=(1/(a'.times.cos .theta..times.cos
.phi.+b'.times.sin
.theta.)).times.(-a'.times.(.GAMMA.z*/g+1)-k'.times.sin .theta.)
where "NZcoll" represents the second required load factor setpoint,
".GAMMA.z*" represents the vertical acceleration setpoint, "g"
represents the acceleration due to gravity, ".theta." represents
the current longitudinal attitude, ".phi." represents the current
roll angle of the aircraft, ".times." represents the multiplication
sign, "/" represents the division sign, "a'" represents a first
vertical constant, "b'" represents a second vertical constant, "k'"
represents a third vertical constant, "a''" represents a fourth
vertical constant, "b''" represents a fifth vertical constant, and
"k''" represents a sixth vertical constant.
14. A method according to claim 11, wherein said vertical constants
are selected from a list including at least one of the following
combinations: a first vertical combination in which the first
vertical constant is equal to "1", the second vertical constant is
equal to zero, the third vertical constant is equal to zero, the
fourth vertical constant is equal to zero, the fifth vertical
constant is equal to "1", and the sixth vertical constant is equal
to zero; a second vertical combination in which the first vertical
constant is equal to "1", the second vertical constant is equal to
zero, the third vertical constant is equal to zero, the fourth
vertical constant is equal to "0.8", the fifth vertical constant is
equal to "1", and the sixth vertical constant is equal to zero; a
third vertical combination in which the first vertical constant is
equal to "1", the second vertical constant is equal to zero, the
third vertical constant is equal to zero, the fourth vertical
constant is equal to "-0.6", the fifth vertical constant is equal
to "1", and the sixth vertical constant is equal to zero; a fourth
vertical combination in which the first vertical constant is equal
to "1", the second vertical constant is equal to "0.15", the third
vertical constant is equal to zero, the fourth vertical constant is
equal to "0.8", the fifth vertical constant is equal to "1", and
the sixth vertical constant is equal to zero; a fifth vertical
combination in which the first vertical constant is equal to "1",
the second vertical constant is equal to "0.15", the third vertical
constant is equal to zero, the fourth vertical constant is equal to
"-0.6", the fifth vertical constant is equal to "1", and the sixth
vertical constant is equal to zero; a sixth vertical combination in
which the first vertical constant is equal to "1", the second
vertical constant is equal to "-0.15", the third vertical constant
is equal to zero, the fourth vertical constant is equal to "0.8",
the fifth vertical constant is equal to "1", and the sixth vertical
constant is equal to zero; and a seventh vertical combination in
which the first vertical constant is equal to "1", the second
vertical constant is equal to "-0.15", the third vertical constant
is equal to zero, the fourth vertical constant is equal to "-0.6",
the fifth vertical constant is equal to "1", and the sixth vertical
constant is equal to zero.
15. A device for assisted piloting of an aircraft having a rotary
wing and a propulsion unit having at least one propulsion
propeller, each propeller having a plurality of first blades and
the rotary wing having at least one rotor having a plurality of
second blades, wherein the device includes at least one control
means suitable for being controlled by a pilot to deliver a
movement order for movement in a direction, said device having a
processor unit connected to the control means, the processor unit
executing instructions to transform said order into an acceleration
setpoint in said direction, and then to transform said acceleration
setpoint, by means of predetermined relationships, into at least
one required longitudinal attitude setpoint (.theta.*) that is
transmitted to a first automatic system for maintaining
longitudinal attitude by controlling a longitudinal cyclic pitch of
the second blades of the rotary wing, and into a first required
load factor setpoint (Nx*) in a longitudinal direction of the
aircraft parallel to a roll axis of said aircraft that is
transmitted to a second automatic system (25) for maintaining load
factor by controlling the collective pitch of the first blades of
the propulsion unit.
16. A device according to claim 15, including a third automatic
system for maintaining load factor to control the collective pitch
of said second blades, said processor unit (10) transmitting a
second required load factor setpoint to the third automatic means
for maintaining load factor.
17. A device according to claim 16, including a system for
determining flight parameters.
18. A hybrid aircraft having a rotary wing including at least one
rotor and a propulsion unit including at least one propeller,
wherein the hybrid aircraft includes a device according to claim
15.
Description
CROSS REFERENCE TO RELATED APPLICATIONS
[0001] This application claims priority to French patent
application No. FR 11 03561 filed on Nov. 23, 2011, the disclosure
of which is incorporated in its entirety by reference herein.
BACKGROUND OF THE INVENTION
[0002] (1) Field of the Invention
[0003] The present invention relates to a method of assisted
piloting for a rotary wing aircraft that has at least one
propulsion propeller, and also to an assisted piloting device and
to an aircraft.
[0004] (2) Description of Related Art
[0005] Aircraft include in particular rotorcraft, i.e. aircraft
that have a rotary wing. Furthermore, certain rotorcraft are also
provided with an additional propulsion unit.
[0006] A rotary wing aircraft having an additional propulsion unit,
which propulsion unit has at least one propulsion propeller, is
referred to for convenience below as a "hybrid aircraft".
[0007] Such a hybrid aircraft may comprise:
[0008] thrust control means for controlling the thrust generated by
the propulsion unit;
[0009] collective control means for controlling the collective
pitch of the blades of the rotary wing; and
[0010] cyclic control means for controlling the cyclic pitch of the
blades of the rotary wing.
[0011] Under such circumstances, it can be seen that the flight
controls are redundant.
[0012] In order to control longitudinal acceleration of a hybrid
aircraft, a pilot may use the thrust control means, and/or may act
on the cyclic control means as in a conventional helicopter.
[0013] Likewise, in order to control vertical acceleration of a
hybrid aircraft in order to control climbing or descent of the
hybrid aircraft, a pilot can act, as in a conventional helicopter,
on the collective control means without changing the attitude of
the hybrid aircraft, and/or can, for example, both change the
longitudinal attitude of the aircraft with the help of the cyclic
control means and also make use of the thrust control means.
[0014] It can be understood that a multitude of control
combinations can be envisaged for piloting a hybrid aircraft.
[0015] It can thus be useful to provide a method and a device for
lightening the workload on the pilot by assisting the pilot when
performing maneuvers by controlling the rotary wing and the
propulsion unit.
[0016] It may be observed that the state of the art includes US
patent document 2008/0237392 published on Oct. 2, 2008. That US
patent document 2008/0237392 describes an aircraft having a rotary
wing, a fixed wing, and a propulsion propeller.
[0017] A control system of the aircraft enables a person to select
a control technique for achieving an operational objective.
[0018] More precisely, in its paragraphs 63 to 71, document US
2008/0237392 describes a vertical and longitudinal control module
of the aircraft that receives input data relating to commands for
changing a pitching angle and a vertical speed.
[0019] That input data is filtered and then subjected to processing
before being transmitted to an inversion module, the inversion
module determining the changes to be applied to the control means
of the aircraft.
[0020] Furthermore, it should be observed that in paragraphs 72 to
75 of that document, a longitudinal acceleration order is processed
by a limiter in order to transform it into a limited order
(referred to as a "constrained acceleration") seeking to comply
with the limits of the engines.
[0021] That limited order is integrated and then compared with the
speed of the aircraft in order to generate an error signal. After
processing, the error signal gives rise to a setpoint speed
referred to as a "forward speed pseudo-control". The changes to the
rotary wing in pitch, and the changes to the propellers are derived
from that parameter.
[0022] It should also be observed that an acceleration and a load
factor represent two concepts that are substantially different.
BRIEF SUMMARY OF THE INVENTION
[0023] An object of the present invention is thus to propose an
alternative method of assisted piloting for a hybrid aircraft to
lighten the workload of a pilot of the hybrid aircraft.
[0024] The invention provides a method of assisted piloting for an
aircraft having a rotary wing and a propulsion unit including at
least one propulsion propeller, each propeller having a plurality
of first blades, and the rotary wing comprising at least one rotor
provided with a plurality of second blades.
[0025] According to the method, the following steps are performed
by translating an order given by the pilot of the aircraft to
request a movement in a direction into an acceleration setpoint
along that direction, and then transforming the acceleration
setpoint by predetermined relationships into:
[0026] at least one required longitudinal attitude setpoint
transmitted to a first automatic system for maintaining
longitudinal attitude by controlling a longitudinal cyclic pitch of
the second blades of the rotary wing in order to comply with said
required longitudinal attitude setpoint that is transmitted;
and
[0027] into a first required load factor setpoint in a longitudinal
direction of the aircraft parallel to a roll axis of the aircraft
that is transmitted to a second automatic system for maintaining
said load point by controlling a collective pitch of the first
blades of the propulsion unit in order to comply with said first
setpoint.
[0028] Under such circumstances, regulation loops make use of the
required longitudinal attitude setpoint and of the first setpoint
for controlling the aircraft.
[0029] It should be observed that the term "longitudinal attitude"
is used to designate the pitching angle of the aircraft.
[0030] The pilot can thus be content with delivering an order
requesting movement of the aircraft in a longitudinal direction or
in a vertical direction, with the method enabling the aircraft to
be controlled automatically accordingly.
[0031] This lightens the workload for the pilot.
[0032] It should be observed that the term "longitudinal direction"
means a direction parallel to the longitudinal direction in which
the aircraft extends and that can be considered as being the roll
axis of the aircraft, while a "vertical direction" should be
understood as a direction parallel to gravity.
[0033] The method may then include one or more of the following
additional characteristics.
[0034] In a first implementation, when the order is an order to
move in a longitudinal direction parallel to a roll axis of the
aircraft, the order to move in a longitudinal direction is
translated into a longitudinal acceleration setpoint, and then the
longitudinal acceleration setpoint is transformed by predetermined
relationships solely into a required longitudinal attitude setpoint
transmitted to a first automatic system for maintaining
longitudinal attitude and into a first required load factor
setpoint by controlling a longitudinal cyclic pitch of the second
blades, and into a first required load factor setpoint that is
transmitted to a second automatic system for maintaining load
factor by controlling a collective pitch of the first blades.
[0035] The required longitudinal attitude setpoint may be
determined by the following first longitudinal control
relationship:
.theta.*=(180/Pi).times.[(-a).times.(.gamma..sub.x*/g)-k]/(a+b)
where ".theta." represents the required longitudinal attitude
setpoint expressed in degrees, "Pi" represents the number .pi.,
".gamma..sub.x*" represents the longitudinal acceleration setpoint,
"g" represents the acceleration due to gravity, ".times."
represents the multiplication sign, "/" represents the division
sign, "a" represents a first longitudinal constant, "b" represents
a second longitudinal constant, and "k" represents a third
longitudinal constant.
[0036] Furthermore, the first required load factor setpoint may be
determined by the following second longitudinal control
relationship:
Nx*=[b.times.(.gamma..sub.x*/g)-k]/(a+b)
where "Nx*" represents the first required load factor setpoint,
".gamma..sub.x*" represents the longitudinal acceleration setpoint,
"g" represents the acceleration due to gravity, ".times."
represents the multiplication sign, "/" represents the division
sign, "a" represents a first longitudinal constant, "b" represents
a second longitudinal constant, and "k" represents a third
longitudinal constant.
[0037] It should be observed that the first required longitudinal
attitude setpoint may be modified by incrementation or
decrementation performed by an attitude adjustment member, it being
possible for the attitude adjustment member to be a pulse control
member mounted on a cyclic control handle of the aircraft.
[0038] In a first variant of the first implementation, it is
considered that the third longitudinal constant is equal to zero in
order to reinitialize said first required load factor setpoint by
resetting it to zero when the pilot does not give an order to move
in a longitudinal direction, the longitudinal acceleration setpoint
being zero.
[0039] In this configuration, while maneuvering to pull up the
nose, for example, or while the attitude control member is changing
longitudinal attitude references, the second automatic system for
maintaining load factor acts on a control system for reducing the
collective pitch of the first blades. The power consumed by the
propellers then remains almost constant, while the longitudinal
speed of the aircraft reduces as a result of the maneuver.
[0040] Still in this configuration, during a nose-down maneuver,
the second automatic system for maintaining load factor acts on a
control system to increase the collective pitch of the first
blades. The power consumed by the blades then remains almost
constant, while the longitudinal speed of the aircraft increases as
a result of the maneuver.
[0041] This configuration thus presents the advantage of managing
the power of the propellers during maneuvering stages.
[0042] In a second variation of the first implementation, when the
pilot does not give a movement order for movement in the
longitudinal direction, the pilot may decide to switch to a
speed-maintaining mode in which the first load factor setpoint is
equal to the sine of the current longitudinal attitude, with the
longitudinal acceleration setpoint being zero.
[0043] Under such circumstances, when maneuvering to pull up the
nose of the aircraft, the second automatic system for maintaining
load factor acts on a control system so as to increase the
collective pitch of the first blades so as to maintain the
longitudinal speed of the aircraft almost constant.
[0044] Conversely, when performing a nose-down maneuver, when the
pilot acts on the cyclic stick, the second automatic system for
maintaining load factors acts on a control system to reduce the
collective pitch of the first blades so as to oppose the increase
in speed associated with the maneuver.
[0045] This second variant of the first implementation thus
presents the advantage of managing the speed of the aircraft during
those maneuvers. It may be used as an alternative to maintaining
speed by acting on the collective pitch of the propellers of the
propulsion unit.
[0046] In this same implementation, it is easy to add a second
regulation loop on the collective pitch of the first blades making
use of the indicated air speed (IAS) as its parameter in order to
achieve greater robustness.
[0047] In a third variant, it is advantageous to use the third
longitudinal constant as an "ideal" equilibrium attitude setpoint
so as to facilitate piloting the aircraft. The manufacturer thus
determines an equilibrium attitude ".theta..sub.equi" that
optimizes the performance of the aircraft during predetermined
stabilized flight stages in which the longitudinal acceleration
setpoint is zero.
[0048] In order to conserve the speed of the aircraft when
returning to an equilibrium point, the third longitudinal constant
"k" is then determined by the following formula:
k=-sin(.theta..sub.equi).times.(a+b)
where ".times." represents the multiplication sign, "a" represents
said first longitudinal constant, "b" represents said second
longitudinal constant, and ".theta..sub.equi" represents a
predetermined equilibrium setpoint optimizing the performance of
the aircraft in predetermined stabilized flight stages, the
longitudinal acceleration setpoint .gamma..sub.x* being zero.
[0049] Thus, in a stabilized stage, the equilibrium attitude is
automatically managed and taken as a reference by the basic
stabilization of the autopilot. During this particular stage, the
first setpoint for maintaining load factor Nx* corresponds to the
term "sin(.theta..sub.equi)", thus making it possible to conserve
the speed of the aircraft while returning to the equilibrium
point.
[0050] It should be observed that the device performing the method
may include selector means operable by the pilot in order to choose
whether to apply the first variant, the second variant, or the
third variant.
[0051] Optionally, the longitudinal constants are selected from a
list including at least one of the following combinations:
[0052] a first longitudinal combination in which the first
longitudinal setpoint is equal to "1", the second longitudinal
constant is equal to zero, and the third longitudinal constant is
equal to zero;
[0053] a second longitudinal combination in which the first
longitudinal setpoint is equal to "0.001", the second longitudinal
constant is equal to "1", and the third longitudinal constant is
equal to zero; and
[0054] a third longitudinal combination in which the first
longitudinal setpoint is equal to "0.9", the second longitudinal
constant is equal to "2", and the third longitudinal constant is
equal to zero.
[0055] Advantageously, the first longitudinal combination is
applied at a longitudinal speed that is low, i.e. slower than 70
knots (kts). In this first longitudinal combination, the aircraft
is controlled mainly by modifying its longitudinal attitude.
[0056] The second longitudinal combination is optionally applied at
a longitudinal speed that is high, i.e. faster than 150 kts. In
this second longitudinal combination, the aircraft is controlled
mainly by using the collective pitch of the first blades of the
propellers in order to optimize the aerodynamic drag of the
aircraft.
[0057] The third longitudinal combination is optionally applied at
medium longitudinal speed, i.e. in the range 70 kts to 150 kts. In
this third longitudinal combination, the aircraft is controlled
both with the collective pitch of the first blades of the
propellers and by modifying the longitudinal attitude of the
aircraft.
[0058] In a second implementation compatible with the first
implementation, when the order is an order to move in a vertical
direction parallel to the gravity direction, this movement order is
translated along an elevation direction into a vertical
acceleration setpoint, and then this vertical acceleration setpoint
is transformed by predetermined control relationships into a
required longitudinal attitude setpoint that is transmitted to a
first automatic system for maintaining longitudinal attitude, into
a longitudinal first required load factor setpoint that is
transmitted to a second automatic system for maintaining load
factor by containing a collective pitch of the first blades, and
into a vertical second required load factor setpoint that is
transmitted to a third automatic system for maintaining load factor
by controlling collective pitch variation of the second blades of
the rotary wing.
[0059] During equilibrium stages, or for example after a vertical
acceleration setpoint, this control architecture makes it possible
to conserve both a longitudinal speed and a vertical speed that are
constant. The climbing (or descending) stage then takes place while
keeping the aircraft at a constant aerodynamic angle of incidence.
If so desired, the pilot can continue to pilot the aircraft with a
cyclic flight control for the second blades in order to change or
adjust attitude, the control relationship continuing to keep the
machine at the same longitudinal and vertical speeds.
[0060] The required longitudinal attitude setpoint may then be
determined by the following first vertical control
relationship:
.theta.*=.intg.q*dt
with:
q*=(g/u).times.[-a''.times.(Nz*+cos .theta..times.cos
.phi.)-k'']/(a''+b'')
and:
Nz*=(1/(a'.times.cos .theta..times.cos .phi.+b'.times.sin
.theta.)).times.(-a'.times.(.GAMMA.z*/g+1)-k'.times.sin
.theta.)
where ".theta.*" represents the required longitudinal attitude
setpoint expressed in radians, ".GAMMA.z*" represents the vertical
acceleration setpoint requested by the pilot, "g" represents the
acceleration due to gravity, "u" represents the current
longitudinal speed of the aircraft expressed in meters per second
(m/s), ".theta." represents the current longitudinal attitude
expressed in radians, ".phi." represents the current roll angle of
the aircraft expressed in radians, ".times." represents the
multiplication sign, "/" represents the division sign, "a'"
represents a first vertical constant, "b'" represents a second
vertical constant, "k'" represents a third vertical constant, "a''"
represents a fourth vertical constant, "b''" represents a fifth
vertical constant, and "k''" represents a sixth vertical constant,
the required longitudinal attitude setpoint .theta.* being frozen
when the vertical acceleration setpoint is equal to 1.
[0061] In another aspect, the first required load factor setpoint
may be determined by the following second vertical control
relationship:
Nx*=(1/(a'.times.cos .theta..times.cos .phi.+b'.times.sin
.theta.)).times.(b'.times.(.GAMMA.z*/g+1)-k'.times.cos
.theta..times.cos .phi.)
where "Nx*" represents the first required load factor setpoint
expressed as a number of "g", ".GAMMA.z*" represents the vertical
acceleration setpoint requested by the pilot, "g" represents the
acceleration due to gravity, ".times." represents the
multiplication sign, "/" represents the division sign, ".theta."
represents the current longitudinal attitude expressed in radians,
".phi." represents the current roll angle of the aircraft expressed
in radians, "a'" represents a first vertical constant, "b'"
represents a second vertical constant, "k'" represents a third
vertical constant, in the absence of said order to move in a
vertical direction, said first setpoint Nx* being equal to the sine
of the current longitudinal attitude .theta..
[0062] Furthermore, the second required load factor setpoint may be
determined by the following third vertical control
relationship:
NZcoll*=(b''.times.(Nz*+cos .theta..times.cos
.phi.)-k'')/(a''+b'')
and
Nz*=(1/(a'.times.cos .theta..times.cos .phi.+b'.times.sin
.theta.)).times.(-a'.times.(.GAMMA.z*/g+1)-k'.times.sin
.theta.)
where "NZcoll" represents the second required load factor setpoint
expressed as a number of "g", ".GAMMA.z*" represents the vertical
acceleration setpoint, "g" represents the acceleration due to
gravity, ".theta." represents the current longitudinal attitude
expressed in radians, ".phi." represents the current roll angle of
the aircraft expressed in radians, ".times." represents the
multiplication sign, "/" represents the division sign, "a'"
represents a first vertical constant, "b'" represents a second
vertical constant, "k'" represents a third vertical constant, "a''"
represents a fourth vertical constant, "b''" represents a fifth
vertical constant, and "k''" represents a sixth vertical
constant.
[0063] Optionally, said vertical constants are selected from a list
including at least one of the following combinations:
[0064] a first vertical combination in which the first vertical
constant is equal to "1", the second vertical constant is equal to
zero, the third vertical constant is equal to zero, the fourth
vertical constant is equal to zero, the fifth vertical constant is
equal to "1", and the sixth vertical constant is equal to zero;
[0065] a second vertical combination in which the first vertical
constant is equal to "1", the second vertical constant is equal to
zero, the third vertical constant is equal to zero, the fourth
vertical constant is equal to "0.8", the fifth vertical constant is
equal to "1", and the sixth vertical constant is equal to zero;
[0066] a third vertical combination in which the first vertical
constant is equal to "1", the second vertical constant is equal to
zero, the third vertical constant is equal to zero, the fourth
vertical constant is equal to "-0.6", the fifth vertical constant
is equal to "1", and the sixth vertical constant is equal to
zero;
[0067] a fourth vertical combination in which the first vertical
constant is equal to "1", the second vertical constant is equal to
"0.15", the third vertical constant is equal to zero, the fourth
vertical constant is equal to "0.8", the fifth vertical constant is
equal to "1", and the sixth vertical constant is equal to zero;
[0068] a fifth vertical combination in which the first vertical
constant is equal to "1", the second vertical constant is equal to
"0.15", the third vertical constant is equal to zero, the fourth
vertical constant is equal to "-0.6", the fifth vertical constant
is equal to "1", and the sixth vertical constant is equal to
zero;
[0069] a sixth vertical combination in which the first vertical
constant is equal to "1", the second vertical constant is equal to
"-0.15", the third vertical constant is equal to zero, the fourth
vertical constant is equal to "0.8", the fifth vertical constant is
equal to "1", and the sixth vertical constant is equal to zero;
and
[0070] a seventh vertical combination in which the first vertical
constant is equal to "1", the second vertical constant is equal to
"-0.15", the third vertical constant is equal to zero, the fourth
vertical constant is equal to "-0.6", the fifth vertical constant
is equal to "1", and the sixth vertical constant is equal to
zero.
[0071] Thus, the first vertical combination makes it possible to
control the aircraft by controlling the collective pitch of the
second blades of the rotary wing, without changing the longitudinal
attitude of the aircraft.
[0072] The second vertical combination enables the aircraft to be
controlled by controlling the collective pitch of the second blades
of the rotary wing, with a nose-up longitudinal attitude.
[0073] The third vertical combination enables the aircraft to be
controlled by controlling the collective pitch of the second blades
of the rotary wing, with a nose-down longitudinal attitude.
[0074] The fourth vertical combination enables the aircraft to be
controlled by controlling the collective pitch of the first blades
of the propellers in order to accelerate, with a nose-up
longitudinal attitude.
[0075] The fifth vertical combination enables the aircraft to be
controlled by controlling the collective pitch of the first blades
of the propellers in order to accelerate, with a nose-down
longitudinal attitude.
[0076] The sixth vertical combination enables the aircraft to be
controlled by controlling the collective pitch of the first blades
of the propellers in order to decelerate, with a nose-up
longitudinal attitude.
[0077] The seventh vertical combination enables the aircraft to be
controlled by controlling the collective pitch of the first blades
of the propellers to decelerate, with a nose-down longitudinal
attitude.
[0078] It can be understood that the values of the various
constants may be adjusted without going beyond the ambit of the
invention.
[0079] Selector means may be used to enable the pilot to choose a
desired combination.
[0080] In a preferred embodiment, these various operating modes are
selected automatically in order to adjust the constants used in
said predetermined relationships as a function of flying
circumstances. As main parameters defining flying circumstances,
mention may be made of: the current horizontal speed; the current
vertical speed; the current altitude; the current power; the
available power; and the maximum acceptable attitude.
[0081] In addition to a method, the invention also provides a
device for applying the method.
[0082] The invention thus provides a device for assisted piloting
of an aircraft having a rotary wing and a propulsion unit having at
least one propulsion propeller, each propeller having a plurality
of first blades and the rotary wing having at least one rotor
having a plurality of second blades.
[0083] The device includes at least one control means suitable for
being controlled by a pilot to deliver a movement order for
movement in a direction, said device having a processor unit
connected to the control means, the processor unit executing
instructions to transform said order into an acceleration setpoint
in said direction, and then to transform said acceleration
setpoint, by means of predetermined relationships, into at least
one required longitudinal attitude setpoint that is transmitted to
a first automatic system for maintaining longitudinal attitude by
controlling a longitudinal cyclic pitch of the second blades of the
rotary wing, and into a first required load factor setpoint in a
longitudinal direction of the aircraft parallel to a roll axis of
said aircraft that is transmitted to a second automatic system for
maintaining load factor by controlling the collective pitch of the
first blades of the propulsion unit.
[0084] Furthermore, the device may in particular include one or
more of the following characteristics.
[0085] The device may thus include a third automatic system for
maintaining load factor to control the collective pitch of said
second blades, said processor unit transmitting a second required
load factor setpoint to the third automatic means for maintaining
load factor.
[0086] In addition, the device may include a system for determining
flight parameters.
[0087] For example, such a system for determining flight parameters
may be of the type known as air data attitude and heading reference
system (ADAHRS).
[0088] By way of example, the system for determining flight
parameters may determine the current flight parameters of the
aircraft in real time, such as the current longitudinal speed, the
current sideslip, the current vertical speed, the current
longitudinal attitude, i.e. the pitching angle of the aircraft, the
current transverse attitude, i.e. the roll angle of the aircraft,
the current yaw angle, the current longitudinal load factor, the
current sideslip load factor, and the current load factor in
elevation.
[0089] The system for determining flight parameters may then
provide the current values of flight parameters used in the
predetermined relationship for transforming the established
acceleration setpoint.
[0090] It should be observed that the system for determining flight
parameters may also include means for determining other parameters,
such as indicated air speed, altitude, consumed power, available
power, in particular for adjusting the constants present in said
predetermined relationships, e.g. in order to make it possible to
elect a combination of constants automatically.
[0091] The device may also include selector means of the
above-described type.
[0092] Finally, the invention also provides a hybrid aircraft
having a rotary wing comprising at least one rotor and a propulsion
unit comprising at least one propeller, the aircraft being provided
with a device of the invention.
BRIEF DESCRIPTION OF THE SEVERAL VIEWS OF THE DRAWINGS
[0093] The invention and its advantages appear in greater detail
from the context of the following description of implementations
described by way of illustration, and with reference to the
accompanying figures, in which:
[0094] FIG. 1 is a diagram showing an aircraft of the invention;
and
[0095] FIG. 2 is a diagram explaining the method of the
invention.
[0096] Elements that are present in more than one of the figures
are given the same references in each of them.
DETAILED DESCRIPTION OF THE INVENTION
[0097] FIG. 1 shows a hybrid aircraft 1 in diagrammatic manner to
avoid uselessly overloading FIG. 1.
[0098] The aircraft 1 comprises a propulsion unit having at least
one propulsion propeller 2 with a plurality of first blades 2', and
also a rotary wing having at least one rotor 3 with a plurality of
second blades 3'.
[0099] The aircraft has first adjustment means 4 for controlling
the pitch of the first blades 2, this first adjustment means 4
possibly being a hydraulic actuator suitable for modifying the
collective pitch of the first blades.
[0100] Similarly, the aircraft has second adjustment means 5 for
controlling the pitch of the second blades 3', the second
adjustment means 5 possibly including at least three servo-controls
for modifying both the collective pitch and the cyclic pitch of the
second blades.
[0101] If the servo-controls extend or retract by the same amount,
then the collective pitch of the second blades 3' is modified in
identical manner. In contrast, if one of these servo-controls
behaves differently from the others, then the cyclic pitch of the
second blades 3' is modified accordingly. Reference can be made to
the literature to obtain additional information about the
collective pitch and the cyclic pitch of a rotor.
[0102] The aircraft 1 has a device 10 for assisted piloting in
order to reduce the workload on a pilot.
[0103] The device 10 includes a processor unit 20 connected to at
least one control means 30, 40, the pilot operating the control
means in order to issue a movement order O for moving in a
direction.
[0104] For example, the device has longitudinal control means 30
for issuing a movement order O for moving along a longitudinal
direction of the aircraft, i.e. a direction parallel to the roll
axis of the aircraft, and vertical control means 40 in order to
issue a movement order O for moving along a vertical direction,
i.e. parallel to the gravity direction.
[0105] Advantageously, the longitudinal control means are situated
on the cyclic pitch control stick for the second blades, and the
vertical control means are situated on the collective pitch control
stick for the second blades.
[0106] The processor unit 20 may include a calculation member 21
and a memory 22, the calculation member executing instructions
stored in the memory 22 in order to apply the method of the
invention so as to deliver instructions to a first automatic system
26 for maintaining longitudinal attitude that is connected to the
second adjustment means 5 in order to control the longitudinal
cyclic pitch of the second blades 3', to a second automatic system
for maintaining load factor that is connected to the first
adjustment means 4 for controlling the collective pitch of the
first blades 2', and to a third automatic system 27 for maintaining
load factor that is connected to the second adjustment means 5 for
controlling the collective pitch of the second blades 3'. The
control unit 20 may also be connected to a system 50 for
determining flight parameters, e.g. of the type known under the
acronym ADAHRS, and to selector means 60.
[0107] FIG. 2 explains the method of the invention as performed by
the device 10.
[0108] In the method, during a first step P1, a movement order O
for moving along a particular direction is translated into an
acceleration setpoint C along that particular direction.
[0109] By way of example, the control means may be of the pulse
type having three states: -; 0; and +; seeking to reduce or to
increase a parameter.
[0110] Specifically, when a pilot operates a control means, the
processors unit deduces therefrom that the pilot is requesting an
increase or a decrease in the acceleration of the aircraft in the
direction associated with the control means, and consequently
deduces an acceleration setpoint C therefrom.
[0111] By way of example, the processor unit 20 integrates the
signal coming from the control means in order to deduce the
acceleration setpoint C therefrom.
[0112] Under such circumstances, during a second step P2, the
processor unit then transforms the acceleration setpoint C by
predetermined relationships into at least one required longitudinal
attitude setpoint .theta.* transmitted to a first automatic system
26 for maintaining longitudinal attitude by controlling the
longitudinal pitch of the rotary wing in order to comply with said
required longitudinal attitude setpoint and into a first required
load factor setpoint Nx* in a longitudinal direction of the
aircraft parallel to a roll axis of said aircraft that is
transmitted to a second automatic system 25 for maintaining said
load point by controlling the collective pitch of the first blades
2' of the propulsion unit in order to comply with said first
setpoint Nx*.
[0113] In a first implementation, the pilot operates the first
longitudinal control means 30 to issue a movement order O for
moving along a longitudinal direction of the aircraft.
[0114] The processor unit 20 turns the movement order O for moving
in a longitudinal direction into a longitudinal acceleration
setpoint .gamma..sub.x* using the following relationship:
.gamma. X * = 1 g .intg. O t ##EQU00001##
that is reset to zero in the absence of an order O and then
peak-limited in amplitude and rate of variation, and in which g
represents the acceleration due to gravity.
[0115] The processor unit 20 then transforms this longitudinal
acceleration setpoint .gamma..sub.x* using predetermined
relationships into a required longitudinal attitude setpoint
.theta.* that is transmitted to the first automatic system 26 for
maintaining longitudinal attitude, and into a first required load
factor setpoint Nx* that is transmitted to the second automatic
system 25 for maintaining load factor by controlling a collective
pitch of the first blades by proportional integral derivatives
(PID) type regulation.
[0116] This required longitudinal attitude setpoint .theta.* may be
determined by the following first longitudinal control
relationship:
.theta.*=(180/Pi).times.[(-a).times.(.gamma..sub.x*/g)-k]/(a+b)
where ".theta.*" represents the required longitudinal attitude
setpoint expressed in degrees, "Pi" represents the number .pi.,
".gamma..sub.x*" represents the longitudinal acceleration setpoint,
"g" represents the acceleration due to gravity, ".times."
represents the multiplication sign, "/" represents the division
sign, "a" represents a first longitudinal constant, "b" represents
a second longitudinal constant, and "k" represents a third
longitudinal constant.
[0117] It can be understood that ".theta.*" is expressed in
degrees. For a representation of this required longitudinal
attitude setpoint in radians, the term 180/Pi should be
eliminated.
[0118] Furthermore, the first required load factor setpoint Nx* may
be determined by the following second longitudinal control
relationship:
Nx*=[b.times.(.gamma..sub.x*/g)-k]/(a+b)
where "Nx*" represents said first required load factor setpoint,
".gamma..sub.x*" represents the longitudinal acceleration setpoint,
"g" represents the acceleration due to gravity, ".times."
represents the multiplication sign, "/" represents the division
sign, "a" represents a first longitudinal constant, "b" represents
a second longitudinal constant, and "k" represents a third
longitudinal constant.
[0119] It should be observed that the required longitudinal
attitude setpoint .theta.* may be modified by incrementing or
decrementing with the help of an attitude adjustment member when
the acceleration setpoint is zero.
[0120] For example, a first control means referred to as a
"longitudinal acceleration beep" for convenience serves to
determine the longitudinal acceleration setpoint.
[0121] Under such circumstances, a control member referred to as
the "attitude reference beep" for convenience may be used to modify
solely the required longitudinal attitude setpoint .theta.* that is
to be maintained by the first automatic system when the
acceleration setpoint is zero.
[0122] In a first variant, the third longitudinal constant k is
equal to zero for resetting to zero the first required load factor
setpoint Nx* when the pilot does not give an order to move in the
longitudinal direction, the longitudinal acceleration setpoint
being zero.
[0123] In a second variant, when the pilot does not give an order
to move in the longitudinal direction, the first load factor
setpoint Nx* is equal to the sine of the current longitudinal
attitude .theta., the longitudinal acceleration setpoint
9.gamma..sub.x* being zero. In this implementation, it is easy to
add a second regulation loop on the collective pitch of the first
blades using the indicated air speed (IAS) as the parameter,
thereby achieving greater robustness.
[0124] In a third variant, it is advantageous to use the third
longitudinal constant "k" as an "ideal" equilibrium attitude
setpoint in order to make the aircraft easier to pilot.
[0125] An equilibrium attitude .theta..sub.equi is estimated that
depends on the main flight conditions, this equilibrium attitude
.theta..sub.equi optimizing the performance of the aircraft during
stabilized flight stages, i.e. when the longitudinal acceleration
setpoint is zero.
[0126] Thus, the equilibrium attitude .theta..sub.equi is estimated
as a function of flight conditions, e.g. as estimated with the help
of the indicated air speed (IAS), of the altitude of the aircraft,
of the power being consumed by the aircraft, of the power available
from the power plant of the aircraft, and of the vertical speed of
the aircraft.
[0127] The third longitudinal constant "k" is then determined with
the help of the following formula:
k=-sin(.theta..sub.equi).times.(a+b)
[0128] Thus, in stabilized flight the equilibrium attitude is
automatically managed and used as a reference by the basic
stabilization of the autopilot. In this same stage, the required
load factor setpoint Nx* corresponds to "sin(.theta..sub.equi)",
thus enabling the speed of the aircraft to be conserved on
returning to the equilibrium point.
[0129] Furthermore, the longitudinal constants a, b, and k are
selected from a list including at least one of the following
combinations:
[0130] a first longitudinal combination in which the first
longitudinal setpoint is equal to "1", the second longitudinal
constant is equal to zero, and the third longitudinal constant is
equal to zero;
[0131] a second longitudinal combination in which the first
longitudinal setpoint is equal to "0.001", the second longitudinal
constant is equal to "1", and the third longitudinal constant is
equal to zero;
[0132] a third longitudinal combination in which the first
longitudinal setpoint is equal to "0.9", the second longitudinal
constant is equal to "2", and the third longitudinal constant is
equal to zero.
[0133] In a second implementation compatible with the first
implementation, the pilot operates the second control means 40
referred to for convenience as the "vertical acceleration beep" in
order to issue an order O, the order O being an order to move in a
vertical direction parallel to the gravity direction.
[0134] In one version, a pilot may optionally select a longitudinal
combination by operating a selection button. Alternatively, the
processor unit may determine the longitudinal combination to be
applied as a function of the longitudinal speed of the aircraft, as
determined using the system 50.
[0135] The processor unit 20 translates this movement order O for
moving in an elevation direction in a vertical acceleration
setpoint .GAMMA.z* using the following relationship:
.GAMMA. z * = 1 g .intg. O t ##EQU00002##
reset to zero in the absence of a pilot order and then peak-limited
in amplitude and rate of variation, and where g represents the
acceleration due to gravity.
[0136] The processor unit 20 then transforms this vertical
acceleration setpoint .GAMMA.z* into a required longitudinal
attitude setpoint .theta.* that is transmitted to the first
automatic system 26 for maintaining longitudinal attitude, into a
first load factor setpoint Nx* that is transmitted to a second
automatic system 25 for maintaining the load factor by controlling
a collective pitch of the first blades by proportional integral
derivative regulation, and into a second load factor setpoint
NZcoll* that is transmitted to a third automatic system 27 for
maintaining load factor by controlling variation of the collective
pitch of the second blades of the rotary wing by proportional
integral derivative regulation.
[0137] It should be observed that the first automatic system 26 for
maintaining longitudinal attitude, the second automatic system 25
for maintaining load factor, and the third automatic system 27 for
maintaining load factor may all form portions of a single piece of
equipment.
[0138] It should also be observed that the required longitudinal
attitude setpoint is optionally determined by the following first
vertical control relationship:
.theta.*=.intg.q*dt
with:
q*=(g/u).times.[-a''.times.(Nz*+cos .theta..times.cos
.phi.)-k'']/(a''+b'')
and:
Nz*=(1/(a'.times.cos .theta.*cos .phi.+b'.times.sin
.theta.)).times.(-a'.times.(.GAMMA.z*/g+1)-k'.times.sin
.theta.)
where ".theta.*" represents the required longitudinal attitude
setpoint expressed in radians, ".GAMMA.z*" represents the vertical
acceleration setpoint, "g" represents the acceleration due to
gravity, "u" represents the current longitudinal speed of the
aircraft as determined by the system 50, ".theta." represents the
current longitudinal attitude as determined by the system 50,
".phi." represents the current roll angle of the aircraft as
determined by the system 50, ".times." represents the
multiplication sign, "/" represents the division sign, "a'"
represents a first vertical constant, "b'" represents a second
vertical constant, "k'" represents a third vertical constant, "a''"
represents a fourth vertical constant, "b''" represents a fifth
vertical constant, and "k''" represents a sixth vertical constant,
the required longitudinal attitude setpoint .theta.* being frozen,
and thus kept constant, when the vertical acceleration setpoint is
equal to 1.
[0139] Furthermore, the first load factor setpoint may be
determined by the following second vertical control
relationship:
Nx*=(1/(a'.times.cos .theta..times.cos .phi.+b'.times.sin
.theta.)).times.(b'.times.(.GAMMA.z*/g+1)-k'.times.cos
.theta..times.cos .phi.)
where "Nx*" represents the first required load factor setpoint,
".GAMMA.z*" represents the vertical acceleration setpoint, "g"
represents the acceleration due to gravity, ".times." represents
the multiplication sign, "/" represents the division sign,
".theta." represents the current longitudinal attitude, ".phi."
represents the current roll angle of the aircraft, "a'" represents
a first vertical constant, "b'" represents a second vertical
constant, "k'" represents a third vertical constant, "a''"
represents a fourth vertical constant, "b''" represents a fifth
vertical constant, "k''" represents a sixth vertical constant, in
the absence of said order to move in a vertical direction, said
first setpoint Nx* being equal to the sine of the current
longitudinal attitude.
[0140] Finally, the second load factor setpoint is optionally
determined by the following third vertical control
relationship:
NZcoll*=(b''.times.(Nz*+cos .theta..times.cos
.phi.)-k'')/(a''+b'')
and
Nz*=(1/(a'.times.cos .theta..times.cos .phi.+b'.times.sin
.theta.)).times.(-a'.times.(.GAMMA.z*/g+1)-k'.times.sin
.theta.)
where "NZcoll" represents the second required load factor setpoint,
".GAMMA.z*" represents the vertical acceleration setpoint, "g"
represents the acceleration due to gravity, ".theta." represents
the current longitudinal attitude, ".phi." represents the current
roll angle of the aircraft, ".times." represents the multiplication
sign, "/" represents the division sign, "a'" represents a first
vertical constant, "b'" represents a second vertical constant, "k'"
represents a third vertical constant, "a''" represents a fourth
vertical constant, "b''" represents a fifth vertical constant, and
"k''" represents a sixth vertical constant.
[0141] In addition, the vertical constants may be selected from a
list including at least one of the following combinations:
[0142] a first vertical combination in which the first vertical
constant is equal to "1", the second vertical constant is equal to
zero, the third vertical constant is equal to zero, the fourth
vertical constant is equal to zero, the fifth vertical constant is
equal to "1", and the sixth vertical constant is equal to zero;
[0143] a second vertical combination in which the first vertical
constant is equal to "1", the second vertical constant is equal to
zero, the third vertical constant is equal to zero, the fourth
vertical constant is equal to "0.8", the fifth vertical constant is
equal to "1", and the sixth vertical constant is equal to zero;
[0144] a third vertical combination in which the first vertical
constant is equal to "1", the second vertical constant is equal to
zero, the third vertical constant is equal to zero, the fourth
vertical constant is equal to "-0.6", the fifth vertical constant
is equal to "1", and the sixth vertical constant is equal to
zero;
[0145] a fourth vertical combination in which the first vertical
constant is equal to "1", the second vertical constant is equal to
"0.15", the third vertical constant is equal to zero, the fourth
vertical constant is equal to "0.8", the fifth vertical constant is
equal to "1", and the sixth vertical constant is equal to zero;
[0146] a fifth vertical combination in which the first vertical
constant is equal to "1", the second vertical constant is equal to
"0.15", the third vertical constant is equal to zero, the fourth
vertical constant is equal to "-0.6", the fifth vertical constant
is equal to "1", and the sixth vertical constant is equal to
zero;
[0147] a sixth vertical combination in which the first vertical
constant is equal to "1", the second vertical constant is equal to
"-0.15", the third vertical constant is equal to zero, the fourth
vertical constant is equal to "0.8", the fifth vertical constant is
equal to "1", and the sixth vertical constant is equal to zero;
and
[0148] a seventh vertical combination in which the first vertical
constant is equal to "1", the second vertical constant is equal to
"-0.15", the third vertical constant is equal to zero, the fourth
vertical constant is equal to "-0.6", the fifth vertical constant
is equal to "1", and the sixth vertical constant is equal to
zero.
[0149] A pilot may optionally select a vertical combination by
operating selector means 60.
[0150] Naturally, the present invention may be subjected to
numerous variations as to its implementation. Although several
implementations are described above, it will readily be understood
that it is not conceivable to identify exhaustively all possible
implementations. It is naturally possible to envisage replacing any
of the means described by equivalent means without going beyond the
ambit of the present invention.
* * * * *